Train-controller.



E. E. PETiT.

TRAIN CONTROLLER.

APPLlCATlOlfl FILED JUNE 3.191s.

Patented Sept. 11, 1917.

2 SHEETSSHEET I.

3mm 5 PE HT E. E. PETITQ TRAIN CONTROLLER. APPLICATION FILED JUNE 3. ISIG.

Patented Sept. 11, 1917.

2 SHEETSSHEET 2.

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mvimn smarts naarnivar EUGENE E. PETIT, OF CHARLESTON, SOUTH CAROLINA.

TRAIN-CONTROLLER.

Application filed .Tune 3, 1916.

To all whom it may concern:

Be it known that I, EUGENE E. PETIT, a citizen of the United States, residing at Charleston, in the county of Charlestonand State of South Carolina, have invented certain new and useful Improvements in Train- Oontrollers, of which the following is a specification, reference being had to the accompanying drawings.

This invention is a train controller.

The method of controlling train movements does not provide a positive means to stop a train from colliding with another train. The block signal systems, as com monly employed, provide only visual signals adjacent the tracks. This does not prevent an engineer passing a predetermined point where a danger signal may be displayed. Train movements, under existing conditions should be such that each train is fully protected when in movement.

In rainy or foggy weather it is oftentimes impossible to see the signals displayed and numerous collisions have occurred through the inability to see a particular signal. A signal system should not only include the visual signal, but should also include some means whereby the dangerous condition of the track may be positively made known to the engineer of the train.

With the numerous train movements due to modern traflic conditions, every point on the line is a dangerous one and should be fully protected inevery possible way. To do this effectually, there should be some means that would be operative by the'train to set a signal in advance so that an approaching train will be notified before an actual collision occurs. This signal should be one that would be positive in action so that the engineer would have no excuse for passing a predetermined point.

To this end, one object of this invention is to provide a train control and stop mechanism that will apply the brakes, and cut off the steam by means of a train passing in one direction.

A still further object is to provide track elements which may be positioned into and out of operative relation by trains going in opposite directions, one train operating or positioning the elements independently of the other train movement so that each train may control and prevent the other train from approaching too closely.

One purpose of the invention is to provide Specification of Letters Patent.

Patented Sept. 11, 191?.

Serial No. 101,528.

a mechanism on the locomotive that will be moved by engagement with a track element.

Another purpose is to provide an engaging member on a locomotive to engage with the lever on a track element which by such engagement the element in advance is positioned to protect the track ahead and when the protection is not needed, the same member operates to move another lever to place the track element in an inoperative position.

A further purpose of the invention is to provide track elements that may be man ually operated from a station or signal tower should it be desired to stop a train at a particular point.

A; still further purpose is to provide a mechanism that will operate independently from and automatically of the engineer and also one that may be reset by the engineer after having been operated upon.

Broadly stated the invention comprises a trip mechanism mounted on a locomotive and depending therefrom including a frame and a plurality of levers and springs therefor, one of said levers being employed as a trip and projecting from the frame so that it may engage with a bar on a pivotally mounted track element, a stationary engaging member carried on the pilot of the locomotive adapted to engage with a track ele ment lever to move a piston track element into an operative position in advance of the locomotive, said latter member also operating to move the track elements to an i11- operative position, said mechanism operating to apply the brakes, move the throttle to an off position and pull the whistle cord, said track elements being positioned adjacent the track and including a base member, and a pivotally mounted member carried therein, a plurality of levers operably connected with the members of the track element and when so desired, the track element may be operated by manual means from a desired point.

One practical method of construction and application to a track and locomotive will be described and illustrated in the accompanying drawings, in which,

Figure l is a diagrammatic view of the trip mechanism in the act of engaging with a track element which has been set by the locomotive shown at the right, the position of the trip after engagement being shown by the dotted figure;

Fig. 2 is a diagrammatic view showing the track elements positioned adjacent the track with the several engaging members carried by the locomotive;

Fig. 3 is a perspective view showing a track element manually operated from a Station or signal tower;

Fig. 4 is a side elevation of the pulleys used to change the direction of the track element operating rope or cable, when manually operated;

Fig. 5 is a perspective view showing the pivotally mounted member of a track element detached from its base;

Fig. 6 is a perspective view showing the two levers connected to the rock shaft for operating the track element; and

Fig. 7 is a rear elevation of the type of track element shown at the right in Fig. 1.

The rails composing the track maybe indicated by the letters A and B, the cab of the locomotive by the letter C, the locomotive by the letter D, and the ties by the letter E. The track element is preferably positioned a suitable distance away from the rail and may be secured to a tie or ties E.

This track element comprises a base member which is substantially of a U-shape. The transverse portion 8 of the base member may be provided with a plurality of apertures 9 through which may be passed suitable bolts to secure the member to the ties.

Extending upward from the transverse portion 3, are the legs 11 and 12. These transverse legs 11 and 12 are provided with apertures which are in alinement with each other and to cooperate with these apertures, is a rod or bar 13 which is adapted to act as a pivot member for the movable member of the track elem ent.

The movable member of the track element is formed of the plates 14: and 15 and they are spaced apart at their upper ends by means of the bar 16 passing through suitable apertures'in the plates. This bar may be secured to these plates in any desired manner. Adjacent one of the corners of each of the plates 14 and 15 are the apertures 17 and 18 which cooperate with the rod 13. These apertures 17 and 18 are of sul'licient size so that the plates 14 and 15, when mounted on' this rod may swing freely or have a pivotal movement thereon.

The bar 1'6 is preferably cylindrical in form as shown, as this bar is adaptedto engage with the trip or the trip mechanism carried by the locomotive. As shown in Fig. 5, the plate lel is provided with a projecting arm 19 which may be secured to the plate by suitable means, one of which is shown by the rivets 20.

The outer end of this arm 19 is provided with a suitable aperture 21 to which is se- .desired.

by means of the strap 24 in any convenient way. The flexible element 22, after passing around the pulley 23, turns at right angles and passes through the pipes 25 and around the pulley 26 which is preferably mounted so that its shaft is vertical. The pulley 26 may be also secured at a suitable point in any convenient way. The flexible element 22 then bends in a right angle direction and then passes into the pipe 27 and around the pulley 23, whose shaft is horizontal. As shown in Fig. 3,= this pulley 28 is secured to a building. It extends upward through the floor F to the boxing G and is then connected to the pull handle 29. handle 29, by means of the flexible element 22 is adapted to pull or position the movable member of the track element so that it will be inoperative with reference to the trip mechanism carrie'dby the locomotive. Its manner ofoperation is very 'clearly disclosed in Fig. 3. This type of track element which has just been-described, is one more particularly adapted to be operated from a building, such as a station or signal tower.

The type of track element shown more par ticularly in Fig. 1 issubstantially similar in typeto that shown in Figs. 3 and 5, but the manner of its operation is'a little different. This type shown in Fig. 1 is one to be operatedby means of a locomotive. As shown at the right, there is a lever 30 which is pivotally mounted in a base membe'r31 the pivotal connection being indicated at 32. This base member 31 is slotted preferably throughout its length so that the lever 30 may freely move therein. The lever 30 is extended downwardlyfrom the pivotal connection '32 and terminates in a rounded end. Adjacent this rounded end there is provided an aperture 33 for connection with the pull element 3 1. This pull element may be composed of a rod or of flexible material, as Connected to the aperture 33 is a spring 35 which isconnected with a tie E at the point indicatedbythe numeral 36. This spring 36 serves to maintain the lever 30 in a substantially vertical position.

The pull element or rod 3 1 is adapted to be inclosed and work inthe tube or pipe 37. As shown, the ends of this pipe are slightly bent so as to conform to the movement of the element 34: there'through. Upon leaving the end of the pipe 37, the. element 34 is connected to the lever 33 by means of a suitable aperture 39. This lever 38 may be provided witha series of apertures depending upon the amount of leverage it is desired to give. The lower end of this lever 38 is provided with a suitable aperture through which passes a rock shaft 10. The lever 38 may be secured to this rock shaft 40 in any suitable or convenient manner. This rock shaft is positioned transversely of'the base member 41 in which are provided suitable bearings.

The pull This base member is also provided with the longitudinal slots so that the lever 38 may work freely therein. This base member 41 is preferably positioned upon the same side of the track as the base member 31. The slots in the base members 31 and 41, by means of the thicknesses of the walls of the slot, position the members a sufiicient distance from the particular rail to which they are adjacent.

Positioned upon the opposite side of the track and adjacent the rail B, a base member 42 is provided, which is also slotted similar to that of 31 and 41. These several base members may be secured to the ties in any convenient way, one of which is shown by means of the bolts 43. The base member 42 is also provided with a bearing in which is disposed the other end of the rock shaft 40. Secured to the rock shaft in any convenient way, is a lever 44. At its upper end, it is adapted to have pivotal connection with the rod 45, the pivotal connection being inclicated at 46.

The rod 45 is also pivotally connected with the plate 47 of the pivotally mounted track element. The movable member of the track element is formed substantially like that shown in Fig. 5, it being composed of the plates 47 and 48 which are connected by means of the rod 49. This rod 49 may be secured to the plates in any convenient way and is also adapted to act as a spacing element and also to serve as a strike bar similar in function to the bar 16 shown in Fig. 5. This movable member of the track element is adapted to have pivotal movement on the shaft 50, which passes through the legs of the U-shaped base member and through the plates 47 and 48. To provide for the passing through, suitable holes are made in the legs 50 and 51 of the base memher and these coiiperate with or are in alinement with suitable holes formed in the plates 47 and 48. The legs 51 and 52 of the base member are connected bymeans of the transverse portion 53. The transverse portion 53 may be provided with suitable apertures 9 through which may pass suitable means to secure the track element to a tie.

Reverting to Fig. 3, the plate 14 is provided with means adjacent the edge opposite to the one from which projects the arm 19, to connect with the flexible element 54. This flexible element 54 passes in contact with a pulley 55 which is carried in a frame 56. This frame is secured to a tie by means of the bolts or spikes 57. After leaving the pulley, the element 54 passes through the pipe 58 and under the pulley 59 which is mounted in the frame 60 and secured to a tie by means of the spikes orbolts 61. The element 54 then passes over the pulley 62 which is mounted in the frame 63. This frame is angularly disposed with reference to the slot 64. This frame 63 is secured to one wall of the slot 64 by means of the bolt 65. The flexible element 54 then passes under the pulley 66 which is carried in the frame 67.

The flexible element 54 upon leaving the point of attachment 69 passes parallel to the rail B, thence in contact with the pulleys 55, 59, 62 and 66. After it leaves the pulley 66, the direction of the element 54 is at right angles and passes through the pipe 78 arranged transversely of the trackway. Upon reaching the other side of the track it passes under and around the pulley 70 which is carried in the frame 71. This frame 71 may be secured to a tie by means of the bolts 72, as shown. Any usual or customary fastening means may be employed to hold the several frames securely upon the ties, or to the parts to which they may be attached. The flexible element 54 then passes upward vertically through the floor F into the pipe 73. At the upper end of this pipe 73, there is provided a projecting arm 74 to which may be secured a pulley 75 by means of the shaft 76. To rotate this shaft which has its axis horizontally disposed, a crank handle 77 may be employed. Operably connected with this pulley 75, which is preferably grooved, is the flexible element 54. This pipe 73, the arm 74 and pulley 75 are preferably positioned within a station or signal tower, as more particularly shown in Fig. 3.

The assembly shown in Fig. 3 is more particularly adapted to operate a track element when it is desired to stop a train adjacent that particular station. To set the movable member in its proper engaging position. the

handle 77 is rotated and the flexible element 54 is wound on the pulley 75. In its winding it is pulled through the pipes 58 and 78 and around the several pulleys and the movable member is positioned so that the bar 16 is ready for engagement by means of a trip mechanism carried by a locomotive. hen it is desired to position the movable member so that it will not engage with the trip mechanism, the pull handle 29 is pulled upward by means of the flexible element 22, connected to the arm 19. The movable member is swung or pulled downward so that the bar 16 is out of the way. At the same time the flexible element 54 is unwound from the pulley 75. Thus the movable member may be positioned into and out of operative engagement by means of the handle 77 and the pulley 75 or by means of the pull handle 29.

The trip mechanism is preferably secured to the floor of the cab C and-depends therefrom. This trip mechanism comprises, a base member 79 and connected to this base member are inclined. sides 80 and 81. Thus the two sides 80 and 81 and the base member 79 form substantially an equi-lateral triangle, the apex of which is the lowest point of the frame. Disposed on the sideSO is the pivotal connection 82 for the lever 83. The outer end of thislever S3 is so formed that suitable means 84: may be connected with the air brake system, the throttle and the whistle, at the point indicated at 85. This means 8 1 may be the flexible cords, as shown, and they pass upward through the pipe 86 through the floor of the cab.

To manually operate or pull upward on the lever 83, a pull handle 87 is provided which is connected to the rod 88. This rod 88 is connected to thelever 83 at the point indicated at 89. As the lever 83 is pivotally mounted at 82 some means must be provided to limit its movement adjacent the free ends and for this purpose, a guide member 90 is provided. This guide member 90 is secured to the side member 81 of the frame by means of the screws 91, as shown. Any suitable means may be employed to retain this guide member upon the side member.

Intermediate of the length of the lever 83, are disposed a plurality of coil springs 92 and 98. One end of each of these springs is connected to the lever 83 at the points indicated by the numerals 9i and 95. The other end of the spring 92 is connected to the side member 80 at the point indicated by the numeral 96 and the attachment of the spring 95 on the side member 81 at 97. Extending upward from the apex of the frame to the base member, is a stiffening'bar 98.

Intermediate of the length of the lever 88, there is pivotally mounted a link 99, the pivotal connection for which being indicated at 100. The other end of this link 99 is pivotally connected to the trip 101 at the point indicated at 102. To prevent the trip lever from moving too far in one direction, a stop member 103 is provided. This stop member is positioned upon the side member 80 at a convenient point. The trip lever 101 is provided with a curved end 104; which extends from the pivotal connection 105. The pivotal connection, indicated at 105 is preferably located adjacent the apex of the frame, as shown in Fig. 1. As shown at the left hand side of Fig. 1, the trip lever 101 is positioned for operative engagement with one of the trackelements. The dotted figure to the right shows the position of the trip lever, the link and the other lever after the trip lever has been moved backward, as a result of the engagement with.the track elements.

Positioned upon the pilot 106 is an engaging member which is adapted to strike and move the lever 30. This .member is provided with a base 107 having suitable apertures through which pass the convenient holding means 108, as indicated at the right in Fig. 1. Extending downwardly from the base 107 is a curved front section 109. This front section 109 curves downwardly and toward the front of the pilot so that an effective engaging face may be presented to cooperate with the lever 30. To provide a stiffening or strengthening between-the base member 107 and the face 109', the brace 110 may be employed. This engaging member, after striking the lever 30, the track element isset in advance and if there be notrain approaching from the opposite direction, the engaging member will then strike the lever 38 which will position the track element so that it will be inoperative to engage with a trip mechanism. Thus the engaging member on the pilot performs two functions, one of setting the track element and the other of unsetting.

In practical construction and operation, the several track elements are positioned alternately upon oppositesides of the track and are connected to their respective levers through pipes which will protect the rods or cables or other elements.connecting the leverswith the track-elements. The track elements are disposed upon opposite sides of the track at convenient distances apart, so that trains passing in opposite directions may be protected. The application of this device, as described and shownis more particularly adapted for use upon a single track system. The track elements. and their cooperating means may be positioned as near or as farrapart from each other as is desired and upon straight tracks, it is thought that from one-half to one mile will be sufficient. Upon roads that have many curves, the elements 'may be positioned closer together so that greater protection maybe afforded at dangerous points.

The striking member positioned upon the pilot is preferably permanent in its fastening and position and .is adjusted both vertically and laterally so that it will effectively coeperate with the several levers with which it is adapted to engageorstrike. The trip mechanism, which is preferably secured to the cab of a locomotive is moved to an operative position by means of the pull handle 87 which, in pulling upward on the lever 83, the trip lever 101 is moved so that'its curved end projects forwardly. It will be noticed in Fig. 1 that the curve of this lever is such that the convexity faces forward. This is done so as to provide a sub stantially rolling contact with the bar 16 of the track element.

After the track element has been moved to its first or operative position, the stop member 103 in cooperation with the springs 92 and 93, will hold it against any ordinary The pivot 102, where the link 99 connects with the lever 101 moves forwardly and as the link 99 is of a particular length, the lever 83 is moved upward slightly and the forward progression of the upper end of the lever 101 tends to pull the lever 83 downward by means of this link 99. The lever 83 is thus slightly oscillated between its operative and inoperative position. As the link 99 passes over the dead center the springs 92 and 93 will eXert their force and pull the lever 83 downward and also tend to force the curved end 101 of the trip lever 101 backward. The movement of the lever 83 is restricted and guided by the guide 90 so that it may move in one plane.

The downward movement of the lever 83 which is pivotally connected at 82, pulls downward upon the elements 84 which are connected to the lever at 85. These elements 8 1 are connected to the air brake, the throttle and the whistle cord so that the several mechanisms or parts may be moved and a positive signal or indication is given that the train is approaching too closely another train.

As shown at the right in Fig. 1 the striking or engaging element positioned upon the pilot has just struck the upper end of the lever 30 and in doing so it has moved it forward, as indicated by the arrow and the dotted lines. The moving forward of this upper end has pushed the lower end backward and a pull has been exerted upon the element 34 which is connected to the lever 38, which in turn, is operatively connected to the movable portion of the track element. As the lever 30 moves forward in the direction indicated, the movable element is raised to an operative or engaging position, as shown at the left in Fig. 1.

The track elements may be positioned as shown and a duplicate construction employed a sufficient distance to the right so that signals may be given in either direction. This construction, as shown, provides a positive means whereby the engineer isv given notice to stop at a particular or desired point. The indication is such that he cannot very well disregard the signal to stop.

Minor changes in the form and details of construction may be resorted to without departing from the spirit of my invention, or the scope of the appended claims.

Having thus described this invention, what is claimed is 1. A trip mechanism for a train controller comprising an angular frame secured by the base member thereof to a locomotive, said frame comprising a pivotally mounted lever, one end of which is adapted to move in a guide disposed 011 the frame, said lever being so positioned as to lie in a plane parallel to the base member, the side members of the frame being so inclined toward each other that at their juncture the apeX of the triangle is formed, a brace extending between the base and the apex, a plurality of spaced resilient elements cooperating with the lever and the sides of the frame, a trip pivotally mounted at the apeX of the frame, the striking end of the trip being arcuate in shape and adapted to engage with a track element, the other end of the trip being connected to the lever by means of a link operably connected therewith, a stop member on one side of the frame, means to operatively connect the lever with the air brake, throttle and whistle.

2. A trip mechanism for a train controller comprising a frame, a lever pivotally engaged with the frame, one end of said lever being adapted to movein a guide carried by the frame, means coacting with the lever for constantly urging the same about its pivot in one direction, a trip pivotally engaged with the frame and adapted to engage with a track element, a link connecting the lever and the trip, and means to operatively connect the lever with the air brake, throttle 0r whistle.

In testimony whereof I hereunto affix my signature in the presence of two witnesses.

EUGENE E. PETIT. Witnesses:

C. G. Evans, EUGENE BECKWORTH.

Copies of this patent may be obtained. for five cents each, by addressing the Commissioner of Patents, Washington, D. G. 

